1.
Ticker symbol
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A ticker symbol or stock symbol is an abbreviation used to uniquely identify publicly traded shares of a particular stock on a particular stock market. A stock symbol may consist of letters, numbers or a combination of both, ticker symbol refers to the symbols that were printed on the ticker tape of a ticker tape machine. Stock symbols are unique identifiers assigned to each security traded on a particular market, for example, AAPL is for Apple Inc. OODH is for Orion DHC, Inc. and HD is for Home Depot, a stock symbol can consist of letters, numbers, or a combination of both, and is a way to uniquely identify that stock. The symbols were kept as short as possible to reduce the number of characters that had to be printed on the ticker tape, the allocation of symbols and formatting convention is specific to each stock exchange. In the US, for example, stock tickers are typically between 1 and 4 letters and represent the name where possible. In Europe, most exchanges use three-letter codes, for example Dutch consumer goods company Unilever traded on the Amsterdam Euronext exchange has the symbol UNA, while in Asia, numbers are often used as stock tickers to avoid issues for international investors when using non-Latin scripts. For example, the bank HSBCs stock traded on the Hong Kong Stock Exchange has the ticker symbol 0005, symbols sometimes change to reflect mergers. Prior to the 1999 merger with Mobil Oil, Exxon used a spelling of the company XON as its ticker symbol. The symbol of the firm after the merger was XOM, symbols are sometimes reused, in the US the single-letter symbols are particularly sought after as vanity symbols. For example, since Mar 2008 Visa Inc. has used the symbol V that had previously used by Vivendi which had delisted. To fully qualify a stock, both the ticker and the exchange or country of listing needs to be known, on many systems both must be specified to uniquely identify the security. This is often done by appending the location or exchange code to the ticker, although stock tickers identify a security, they are exchange dependent, generally limited to stocks and can change. These limitations have led to the development of other codes in financial markets to identify securities for settlement purposes, the most prevalent of these is the International Securities Identifying Number. An ISIN uniquely identifies a security and its structure is defined in ISO6166, Securities for which ISINs are issued include bonds, commercial paper, stocks, and warrants. The ISIN identifies the security, not the exchange on which it trades, for instance, Daimler AG stock trades on twenty-two different stock exchanges worldwide, and is priced in five different currencies, it has the same ISIN on each, though not the same ticker symbol. ISIN cannot specify a particular trade in this case, and another identifier, following the introduction of the Sequence trading platform in 1996, EPICs were renamed Tradable Instrument Display Mnemonics, but they are still widely referred to as EPICs. Stocks can also be identified using their SEDOL number or their ISIN, in the United States, modern letter-only ticker symbols were developed by Standard & Poors to bring a national standard to investing
2.
Tokyo Stock Exchange
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The Tokyo Stock Exchange, which is called Tōshō or TSE/TYO for short, is a stock exchange located in Tokyo, Japan. It is the fourth largest stock exchange in the world by market capitalization of its listed companies. It had 2,292 listed companies with a market capitalization of US$4.09 trillion as of April 2015. In July 2012 a planned merger with the Osaka Securities Exchange was approved by the Japan Fair Trade Commission, the resulting entity, the Japan Exchange Group, was launched on January 1,2013. The TSE is incorporated as a kabushiki gaisha with nine directors, four auditors and its headquarters are located at 2-1 Nihonbashi-Kabutochō, Chūō, Tokyo, or Kabuto-chō, which is the largest financial district in Japan. Its operating hours are from 8,00 to 11,30 a. m. from April 24,2006, the afternoon trading session started at its usual time of 12,30 p. m. Stocks listed on the TSE are separated into the First Section for large companies, the Second Section for mid-sized companies, as of October 31,2010, there are 1,675 First Section companies,437 Second Section companies and 182 Mothers companies. Ninety-four domestic and 10 foreign securities companies participate in TSE trading, see, Members of the Tokyo Stock Exchange Other TSE-related institutions include, The exchanges press club, called the Kabuto Club, which meets on the third floor of the TSE building. Most Kabuto Club members are affiliated with the Nihon Keizai Shimbun, Kyodo News, Jiji Press, or business television broadcasters such as Bloomberg LP, the Kabuto Club is generally busiest during April and May, when public companies release their annual accounts. On 15 June 2007, the TSE paid $303 million to acquire a 4. 99% stake in Singapore Exchange Ltd. The Tokyo Stock Exchange was established on May 15,1878, as the Tokyo Kabushiki Torihikijo under the direction of then-Finance Minister Okuma Shigenobu, trading began on June 1,1878. In 1943, the exchange was combined with ten other stock exchanges in major Japanese cities to form a single Japanese Stock Exchange, the combined exchange was shut down and reorganized shortly after the bombing of Nagasaki. The Tokyo Stock Exchange reopened under its current Japanese name on May 16,1949, a new facility, called TSE Arrows, opened on May 9,2000. In 2010, the TSE launched its Arrowhead trading facility, in 2001, the TSE restructured itself as a stock company, before this time, it was structured as an incorporated association with its members as shareholders. The interruption in trading was the worst in the history of the exchange, trading was suspended for four-and-a-half hours. Mizuho failed to catch the error, the Tokyo Stock Exchange initially blocked attempts to cancel the order, on 11 December, the TSE acknowledged that its system was at fault in the Mizuho trade. On 21 December, Takuo Tsurushima, chief executive of the TSE, and two other senior executives resigned over the Mizuho affair. On January 17,2006, the Nikkei 225 fell 2. 8%, its fastest drop in nine months, the Tokyo Stock Exchange closed early on January 18 due to the trade volume threatening to exceed the exchanges computer systems capacity of 4.5 million trades per day
3.
Nagoya Stock Exchange
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Nagoya Stock Exchange is a stock trading market in Nagoya, Japan. It is Japans second largest exchange, behind the Tokyo Stock Exchange, the Nagoya Stock Exchange is the successor to the Nagoya Stock Exchange Co. Ltd. which was founded in 1886. It was founded in 1949 as a corporation with companies as members under the terms of the Securities. In 2002, Nagoya Stock Exchange, Inc. was established after demutualization of NSE, the Nagoya Stock Exchange is a stock corporation that provides an Exchange Securities Market under authorization of the Prime Minister. List of East Asian stock exchanges List of stock exchanges Official Site
4.
Nagoya
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Nagoya is the largest city in the Chūbu region of Japan. It is Japans third-largest incorporated city and the fourth most populous urban area and it is located on the Pacific coast on central Honshu. It is the capital of Aichi Prefecture and is one of Japans major ports along with those of Tokyo, Osaka, Kobe, Yokohama, Chiba and it is also the center of Japans third-largest metropolitan region, known as the Chūkyō Metropolitan Area. As of 2015,2.28 million people lived in the city, the citys name was historically written as 那古野 or 名護屋. One possible origin is the adjective nagoyaka, meaning peaceful, the name Chūkyō is also used to refer to Nagoya. Notable examples of the use of the name Chūkyō include the Chūkyō Industrial Area, Chūkyō Metropolitan Area, Chūkyō Television Broadcasting, Chukyo University, oda Nobunaga and his protégés Toyotomi Hideyoshi and Tokugawa Ieyasu were powerful warlords based in the Nagoya area who gradually succeeded in unifying Japan. In 1610, Tokugawa Ieyasu moved the capital of Owari Province from Kiyosu, about seven kilometers away, during this period Nagoya Castle was constructed, built partly from materials taken from Kiyosu Castle. During the construction, the town around Kiyosu Castle, consisting of around 60,000 people. Around the same time, the nearby ancient Atsuta Shrine was designated as a waystation, called Miya, on the important Tōkaidō road, a town developed around the temple to support travelers. The castle and shrine towns formed the city, during the Meiji Restoration Japans provinces were restructured into prefectures and the government changed from family to bureaucratic rule. Nagoya was proclaimed a city on October 1,1889, and designated a city on September 1,1956, Nagoya became an industrial hub for the region. Its economic sphere included the famous pottery towns of Tokoname, Tajimi and Seto, as well as Okazaki, other industries included cotton and complex mechanical dolls called karakuri ningyō. Mitsubishi Aircraft Company was established in 1920 in Nagoya and became one of the largest aircraft manufacturers in Japan, the availability of space and the central location of the region and the well-established connectivity were some of the major factors that lead to the establishment of the aviation industry there. Nagoya was the target of US air raids during World War II, the population of Nagoya at this time was estimated to be 1.5 million, fourth among Japanese cities and one of the three largest centers of the Japanese aircraft industry. It was estimated that 25% of its workers were engaged in aircraft production, important Japanese aircraft targets were within the city itself, while others were to the north of Kagamigahara. It was estimated that produced between 40% and 50% of Japanese combat aircraft and engines, such as the vital Mitsubishi A6M Zero fighter. The Nagoya area also produced machine tools, bearings, railway equipment, metal alloys, tanks, motor vehicles, the bombing continued through the spring of 1945, and included large-scale firebombing. Nagoya was the target of two of Bomber Command’s attacks and these incendiary attacks, one by day and one by night, devastated 15.3 square kilometres
5.
Rolling stock
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The term rolling stock originally referred to any vehicles that move on a railway. It has since expanded to include the vehicles used by businesses on roadways. It usually includes both powered and unpowered vehicles, for locomotives, railroad cars, coaches, and wagons. Rolling stock is considered to be an asset, or close to it, since the value of the vehicle can be readily estimated. The term contrasts with fixed stock, which is a term for the track, signals, stations, other buildings, electric wires. In Great Britain, types of rolling stock were given code names and these codes were telegraphese, somewhat analogous to the SMS language of today. List of railway vehicles Great Western Railway telegraphic codes Great Western Railway wagons The dictionary definition of rolling stock at Wiktionary
6.
Toyokawa, Aichi
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Toyokawa is a city located in the eastern part of Aichi Prefecture, Japan. As of May 2015, the city had an population of 181,051. The total area was 161.14 square kilometres, Toyokawa is located in an area of rolling hills in southeastern Aichi Prefecture. It has a coastline with Mikawa Bay. Aichi Prefecture Toyohashi Okazaki Shinshiro Gamagōri The area of modern Toyokawa was settled in prehistoric times, during the Nara period, the kokubunji of Mikawa Province was established in 741. The temple of Toyokawa Inari, a pilgrimage destination, dates from 1441. A number of daimyō clans under the Tokugawa shogunate originate in what are now parts of Toyokawa, the area prospered during the Edo period with two post towns along the Tōkaidō, Goyu-shuku and Akasaka. After the Meiji Restoration, on October 1,1889 the area was organized into several villages within Hoi District, Aichi Prefecture, on March 13,1893, Toyokawa was promoted to town status. Toyokawa City was founded on June 1,1943 by the merger of Toyokawa town with neighboring Ushikubo Town and Yawata Village, in 1939 the massive Toyokawa Naval Arsenal was established, one of the largest producers of machine guns, aviation ordnance and ammunition in the Empire of Japan. It was also had sections that produced military-issue katana, bayonets, and glass lenses for use in cameras, binoculars, on August 7,1945 the Toyokawa Naval Arsenal was targeted by a flight of B-29 bombers. About 2,500 people were killed during the Toyokawa Air Raid, after the war, on April 12,1955 Toyokawa annexed Mikami village from Yana District. This was followed by the town of Goyu from Hoi District on April 1,1959
7.
Builder's plate
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A builders plate is usually a metal plate that is attached to rolling stock, bogies, construction equipment, trucks, automobiles, large household appliances, bridges, ships and more. Builders plates, A locomotives birth certificate
8.
Nikkei 225
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The Nikkei 225, more commonly called the Nikkei, the Nikkei index, or the Nikkei Stock Average, is a stock market index for the Tokyo Stock Exchange. It has been calculated daily by the Nihon Keizai Shimbun newspaper since 1950 and it is a price-weighted index, and the components are reviewed once a year. Currently, the Nikkei is the most widely quoted average of Japanese equities, in fact, it was known as the Nikkei Dow Jones Stock Average from 1975 to 1985. The Nikkei 225 began to be calculated on September 7,1950, since January 2010 the index is updated every 15 seconds during trading sessions. The Nikkei 225 Futures, introduced at Singapore Exchange in 1986, the Nikkei average has deviated sharply from the textbook model of stock averages which grow at a steady exponential rate. Subsequently, it lost nearly all these gains, closing at 7,054.98 on March 10, another major index for the Tokyo Stock Exchange is the Topix. On March 15,2011, the working day after the massive earthquake in the northeast part of Japan, the index dropped over 10% to finish at 8605.15. The index continued to drop throughout 2011, eventually bottoming out at 8160.01 on November 25, putting it at its lowest close since March 10,2009. The Nikkei fell over 17% in 2011, finishing the year at 8455.35, its lowest year-end closing value in nearly thirty years, the Nikkei started 2013 near 10,600, hitting a peak of 15,942 in May. However, shortly afterward, it plunged by almost 10% before rebounding, making it the most volatile stock market index among the developed markets. By 2015, it has reached over 20,000 mark, the index is a price-weighted index. As of late 2014, the company with the largest influence on the index is Fast Retailing, as of February 2017, the Nikkei 225 consists of the following companies, S&P/TOPIX150 Nikkei 225 Components Bloomberg page for NKY, IND Nikkei 225 index on Yahoo. Finance Nikkei 225 index on Google Finance Nikkei 225 profile at Wikinvest Reuters page for. N225
9.
Central Japan Railway Company
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The Central Japan Railway Company is the main railway company operating in the Chūbu region of central Japan. It is officially abbreviated in English as JR Central and in Japanese as JR Tōkai and its headquarters are located in the JR Central Towers in Nakamura-ku, Nagoya, Aichi Prefecture. The companys operational hub is Nagoya Station, the busiest railway line it operates is the Tōkaidō Main Line between Atami Station and Maibara Station. JR Central also operates the Tōkaidō Shinkansen between Tokyo Station and Shin-Ōsaka Station, additionally it is responsible for the Chūō Shinkansen—a proposed maglev service between Tokyo Station and Ōsaka Station, of which a short demonstration section has been built. Currently, the company is conducting demonstrations of its shinkansen to railway officials from different countries in the effort to market bullet train technology overseas. JR Central is Japans most profitable and highest throughput high-speed-rail operator, carrying 138 million high-speed-rail passengers in 2009, Japan recorded a total of 289 million high-speed-rail passengers in 2009. JR Tokai Corporation JR Tokai Takashimaya Co. Ltd, JR Tokai Food Service Co. Ltd. Tokai Kiosk Company JR Tokai Construction Co. Ltd, JR Central Consultants Company The Nihon Kikai Hosen Co. Ltd Futaba Tetsudo Kogyo Co. Ltd, JR Tokai Information Systems Company Shinsei Technos Co. Ltd. JR Tokai Tours Hida Forest City Planning Co. Ltd, Tokai Rolling Stock & Machinery Co. Ltd. Nippon Sharyo, Ltd Chuoh Linen Supply Co. Ltd, JR Tokai General Building Maintenance Co. Ltd. Shinkansen Service & Technology Co. Ltd, JR Development and Management Corporation of Kansai JR Development and Management Corporation of Shizuoka JR Tokai Real Estate Co. Ltd. Nagoya Station Area Development Corporation Nagoya Terminal Station Building Co. Ltd, Central Japan Railway Company Company history books. Wiki collection of works on Central Japan Railway Company
10.
Rochelle, Illinois
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Rochelle is a city in Ogle County, Illinois, United States. The population was 9,574 at the 2010 census, up from 9,424 in 2000, Rochelle is approximately 80 miles west of Chicago and 25 miles south of Rockford. Originally named Hickory Grove, the town sits at the intersection of two rail lines, having a number of granaries holding corn, wheat and other crops for shipping eastward, the town was an important rail link for farmers. During the Civil War, an arsonist burned some of the granaries and he was arrested but vigilantes stormed the local jail and hanged him from a tree. The town then was called Hang Town by locals and travelers, later in the local pharmacy, some of the city fathers were discussing the problem of lack of people coming to reside in the town. It was agreed a new name was necessary, one of the men reached up on a shelf and picked up a bottle of Rochelle Salts, saying Rochelle would be a good name for the town. After World War II, Rochelle grew, becoming a center for Swift Meat Packing and Del Monte canned vegetables such as asparagus, corn, green beans, on April 9,2015, parts of the city suffered damage after a large wedge EF4 tornado struck the town. Rochelle is located along the Kyte River, according to the 2010 census, Rochelle has a total area of 12.919 square miles, of which 12.9 square miles is land and 0.019 square miles is water. As of the census of 2000, there were 9,424 people,3,688 households, the population density was 1,260.9 people per square mile. There were 3,895 housing units at a density of 521.1 per square mile. The racial makeup of the city was 86. 81% White,1. 14% African American,0. 49% Native American,0. 92% Asian,0. 02% Pacific Islander,8. 69% from other races, and 1. 93% from two or more races. Hispanic or Latino of any race were 19. 16% of the population, of all households 29. 3% were made up of individuals and 12. 1% had someone living alone who was 65 years of age or older. The average household size was 2.52 and the family size was 3.13. In the city, the population was out with 27. 1% under the age of 18,10. 1% from 18 to 24,28. 7% from 25 to 44,19. 6% from 45 to 64. The median age was 34 years, for every 100 females there were 97.0 males. For every 100 females age 18 and over, there were 93.1 males, the median income for a household in the city was $37,984, and the median income for a family was $46,563. Males had an income of $35,890 versus $25,058 for females. The per capita income for the city was $18,139, about 7. 6% of families and 10. 4% of the population were below the poverty line, including 11. 1% of those under age 18 and 4. 3% of those age 65 or over
11.
Shinkansen
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The Shinkansen is a network of high-speed railway lines in Japan operated by five Japan Railways Group companies. The nickname bullet train is used in English for these high-speed trains. The maximum operating speed is 320 km/h, test runs have reached 443 km/h for conventional rail in 1996, and up to a world record 603 km/h for maglev trains in April 2015. Shinkansen literally means new trunk line, referring to the rail line network. The name Superexpress, initially used for Hikari trains, was retired in 1972 but is used in English-language announcements. The original Tōkaidō Shinkansen, connecting the largest cities of Tokyo, carrying 151 million passengers per year, and at over 5 billion total passengers it has transported more passengers than any other high-speed line in the world. The service on the line operates much larger trains and at higher frequency than most other high speed lines in the world. At peak times, the line carries up to thirteen trains per hour in direction with sixteen cars each with a minimum headway of three minutes between trains. While the Shinkansen network has been expanding, Japans declining population is expected to cause ridership to decline over time, the recent expansion in tourism has boosted ridership marginally. Japan was the first country to build dedicated railway lines for high-speed travel, because of the mountainous terrain, the existing network consisted of 1,067 mm narrow-gauge lines, which generally took indirect routes and could not be adapted to higher speeds. Consequently, Japan had a greater need for new high-speed lines than countries where the standard gauge or broad gauge rail system had more upgrade potential. Other significant people responsible for its development were Tadanao Miki, Tadashi Matsudaira. They were responsible for much of the development of the first line. All three had worked on aircraft design during World War II, the popular English name bullet train is a literal translation of the Japanese term dangan ressha, a nickname given to the project while it was initially being discussed in the 1930s. The name stuck because of the original 0 Series Shinkansens resemblance to a bullet and these plans were abandoned in 1943 as Japans position in World War II worsened. However, some construction did commence on the line, several tunnels on the present-day Shinkansen date to the war-era project, by the mid-1950s the Tōkaidō Line was operating at full capacity, and the Ministry of Railways decided to revisit the Shinkansen project. In 1957, Odakyu Electric Railway introduced its 3000 series SE Romancecar train and this train gave designers the confidence that they could safely build an even faster standard gauge train. Thus the first Shinkansen, the 0 series, was built on the success of the Romancecar, in the 1950s, the Japanese national attitude was that railways would soon be outdated and replaced by air travel and highways as in America and many countries in Europe
12.
0 Series Shinkansen
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The 0 series trains were the first Shinkansen trainsets built to run on Japans new Tōkaidō Shinkansen high-speed line which opened in Japan in 1964. The last remaining trainsets were withdrawn in 2008, the 0 series entered service with the start of Tōkaidō Shinkansen operations in October 1964. These units were white with a stripe along the windows and another at the bottom of the car body. Unlike previous Japanese trains, the Tōkaidō Shinkansen and all subsequent Shinkansen lines were standard gauge, the trains were powered by 25 kV AC electricity at 60 Hz with all axles of all cars powered by 185 kW traction motors, giving a 220 km/h top speed. The original trains were introduced as 12-car sets, with some sets later lengthened to 16 cars, later, shorter trains of 6 cars and even 4 cars were assembled for lesser duties. Production of 0 series units continued from 1963 until 1986, Shinkansen sets are generally retired after fifteen to twenty years. Following retirement from service, JR-West ran a number of special commemorative Hikari runs in December 2008. Hikari 347, powered by set R61, arrived at Hakata Station at 6,01 pm on 14 December 2008, bringing to an end the 44 years of service of the 0 series trains. The initial shinkansen fleet delivered for use on Hikari and Kodama services on the Tōkaidō Shinkansen from 1 October 1964 consisted of 30 12-car sets formed of 1st- and these sets were allocated to Tokyo and Osaka depots. The original 12-car sets were formed as follows, with two cars and two buffet cars. A further 21 6th- to 9th-batch 12-car sets were delivered between 1967 and 1969 with only one car for use on Kodama services. The T sets were built by Tokyu Car Corporation and these sets were formed as follows. From the opening of the Sanyo Shinkansen in 1972, these sets were renumbered H1 to H30, between 1972 and 1973, the earlier 12-car Kodama sets were lengthened to 16 cars with the inclusion of new 13th- and 15th-batch cars, and were renumbered K1 to K47. The fleet as of 10 March 1975 consisted of 64 sets, between 1977 and 1980,35 new 16-car NH sets were formed of −1000 subseries cars for Hikari services on the Tokaido Shinkansen and Sanyo Shinkansen lines. The introduction of 100 series and later 300 series trains reduced the number of 0 series trains used on Hikari services, with 0 series Hikari services operated by JR Central ending in 1995. A small fleet was maintained by JR-West for use on additional holiday period Hikari services, with the last remaining unit, NH32. The NH sets had two Green cars and a restaurant car in addition to a car, although use of the restaurant cars was discontinued from the mid-1990s. The 16-car YK sets were operated by JR Central on the all-stations Kodama services and these sets had upgraded reserved seat cars with 2+2 seating employing 100 series style seats, but only one Green car per 16-car set
13.
100 Series Shinkansen
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The 100 series was a Japanese Shinkansen high-speed train type which operated between 1984 and 2012 on the Tokaido Shinkansen and Sanyo Shinkansen high-speed lines. The last remaining examples of the type were withdrawn from service following the last runs on 16 March 2012 and they differ visibly from the earlier 0 series in that the nose profile is more pointed. Another not so visible difference for the 16-car sets was not all cars were powered. Some later production sets had powered driving cars and four unpowered bilevel trailers in the middle instead, external livery was white and blue. Following their removal from service,100 series sets were later reformed into shorter four-. These four- and six-car trains did not have bilevel cars, originally numbered X0, the pre-series set X1 was delivered in 1985, with test running commencing from 27 March that year. It entered revenue service for evaluation trials on Hikari services from 1 October 1985. This unit differed externally from later units in having small windows aligned with each seating bay. The type 116 Green car formed as car 10 initially included one two-seat, set X0 was formed as shown below, with car 1 at the Hakata end. Set X1 was withdrawn in March 2000, following passenger evaluation trials with the pre-series set X1, a total of seven X sets were built for use on Tokaido and Sanyo Shinkansen Hikari services. These sets were formed as shown below, cars 2,4,6,8, and 10 were each fitted with cross-arm pantographs. These units were renumbered as 16-car sets X2 to X5 with the inclusion of bilevel trailer cars. The noticeable difference over previous shinkansen designs was the inclusion of two trailer cars in the centre of the formation. The type 168 car had a restaurant area on the deck with kitchen facilities. The adjacent type 149 car provided private compartments for Green class passengers on the lower deck, from March 1998, the X sets were redeployed to Tokaido Kodama services. The restaurant cars were no longer used, and fittings were subsequently removed, the fleet of X sets contained the oldest members of the 100 series fleet, and the first withdrawals started in August 1999. From the new change of 2 October 1999, X sets were no longer assigned to regular workings. The last remaining units were withdrawn by April 2000, the 16-car X sets were formed as follows
14.
200 Series Shinkansen
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They actually predated the 100 series trains, having been built between 1980 and 1986. It was one of the two recipients of the 23rd Laurel Prize presented by the Japan Railfan Club, the first Shinkansen type to receive that award, the last remaining sets were retired from regular service in March 2013, and were completely withdrawn from service in April 2013. The 200 Series Shinkansen trains resembled the earlier 0 series trains in styling and these lines are also prone to snowfall and the trains had small snowplows fitted, as well as protection of equipment against snow. The first units were capable of 210 km/h but later ones can do 240 km/h and these too have been removed from service. Withdrawal of the units began in 1997, and the last remaining unrefurbished set was withdrawn in May 2007. Since their introduction in 1982, the 200 series sets have operated in a number of different formations as described below. 12-car sets for Tōhoku Shinkansen Yamabiko and Aoba services, and for Jōetsu Shinkansen Asahi and these had a maximum speed of 210 km/h, and remained in service until early 1993. The 12-car E sets were formed as follows, 12-car 200-1000 series sets with a maximum speed of 240 km/h which were introduced in November 1983. From March 1990, four selected 12-car F sets were upgraded allowing them to run at a maximum of 275 km/h on a number of down Asahi services. 275 km/h services were discontinued on the Jōetsu Shinkansen from 1998, with the introduction of E2 series trains, some F sets are similar to the H sets in that the driving trailer cars were built with a pointed nose, just like the latter. These trains however, feature a green line unlike the H sets. The 12-car F sets were formed as follows, with car 1 at the Tokyo end, car 11 was a Green car, and car 9 had a buffet counter. Cars 2,4,10, and 12 were each fitted with one cross-arm pantograph, maximum speed was limited to 210 km/h when operating on the Nagano Shinkansen. Seats in the end cars, cars 1 and 12, were replaced with E2 series-style seats to reduce weight, the train was formed as follows, with car 1 at the Tokyo end. Car 11 was a Green car, and car 9 had a buffet counter, cars 2,4,8, and 10 were each fitted with one cross-arm pantograph. After February 1998, set F80 was used interchangeably with other F sets, 10-car, and later 8-car, sets formed from the earlier 12-car E sets, with a maximum speed of 210 km/h. These entered service from 18 April 1987, the initial 10-car G sets were formed as follows. The 8-car G sets were formed as follows, cars 2,4,6, and 8 were equipped with cross-arm pantographs
15.
300 Series Shinkansen
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The 300 series was a Japanese high-speed Shinkansen train type which operated on the Tokaido and Sanyo Shinkansen lines in Japan between 1992 and 2012. When first introduced, they were used on the fastest Nozomi services, as more were delivered they replaced earlier units on Hikari service and allowed the thus displaced 100 series units to finally in turn displace 0 series units on almost all services. The front-end styling of these consisted of a curved wedge. The furthest forward point was the bottom of the pilot. They were painted brilliant white with a blue stripe beneath the windows. They were only formed as sixteen-car sets and had no restaurant cars, technically, they are notable for being the first Shinkansen sets to employ three-phase AC traction motors instead of direct current units, as well as new bolsterless bogies to reduce weight. The 300 series was awarded the Laurel Prize in May 1993, in the early hours of 1 March 1991, this set recorded a speed of 325.7 km/h on the Tōkaidō Shinkansen between Maibara and Kyoto, a Japanese national speed record at the time. The set was modified to production standards in March 1993, becoming set J1, visually, the driving cab had a different windscreen design, different headlight arrangement, and flared side panels over the front bogies. The prototype set was fitted with five pantographs, but this was later reduced to two in line with modifications to the production fleet. Limited water tank capacity meant that the unit was not capable of running return trips from Tokyo to Hakata, from 2001 onwards, this unit was converted for use as a JR Central test train for testing new digital ATC equipment on the Tokaido Shinkansen. It was finally withdrawn in March 2007, all cars except one end car, 322-9001, were cut up. 60 16-car sets operated by Central Japan Railway Company and these sets were delivered between February 1992 and October 1998. In December 1998, set J59 was fitted experimentally with new 700 series style single-arm pantographs and fairings to reduce noise, following testing, JR Central subsequently fitted new pantographs to all of its sets, with modifications completed by late 2002. The new secondary suspension offered firmer support against lateral movement, the entire fleet operated by JR Central received the modifications by February 2007. With the entry service of new N700 series trains, withdrawals of production 300 series sets began in July 2007 with the withdrawal of set J14. The remaining fleet of JR Central 300 series sets were removed from scheduled services from 1 February 2012. The 16-car J sets were formed as follows, with car 1 at the Hakata end, cars 6 and 12 each had one single-arm pantograph. Nine 16-car sets operated by West Japan Railway Company and these sets were delivered between December 1992 and September 1993
16.
500 Series Shinkansen
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The 500 series is a Shinkansen high-speed train type operated by West Japan Railway Company on the Tokaido Shinkansen and Sanyo Shinkansen lines in Japan. They were designed to be capable of 320 km/h but operated at 300 km/h, the trainsets were then refurbished and downgraded to the all-stations Kodama service between Shin-Osaka and Hakata. The general design concept was overseen by German industrial designer Alexander Neumeister, the running gear utilizes computer-controlled active suspension for a smoother, safer ride, and yaw dampers are fitted between cars for improved stability. All sixteen cars in each original trainset were powered, giving a maximum of 18.24 MW, each train cost an estimated 5 billion yen, and only nine were built. First announced by JR-West in September 1994, the first set was delivered for testing in 1995, the entire fleet of nine sets was delivered by 1998. It was the first Shinkansen train in Japan to operate at a speed of 300 km/h in regular passenger service. Besides the premium Nozomi services, 16-car trains were used on Hikari Rail Star services during the busy holiday periods. With the steady increase in the number of N700 Series Shinkansen since 2007, the last 500 series Nozomi run took place on 28 February 2010. Cars 8 to 10 were Green cars, cars 5 and 13 each had one T-style current collector. Eight of the original nine 500 series sets were modified and shortened to 8 cars between 2008 and 2010, and were cascaded to Sanyo Shinkansen Kodama workings, replacing the earlier 0 series sets. The first reformed 8-car set was unveiled to the press on 28 March 2008, the maximum operating speed of these trains has been reduced to 285 km/h. As of 1 April 2016, the fleet consists of eight 8-car sets formed as follows, cars 2 and 7 each have one single-arm pantograph. Passenger accommodation consists of 3+2 abreast unidirectional seating, with 2+2 abreast seating in car 6, all passenger saloons on the 8-car 500 series trains are no-smoking, with new smoking compartments installed in cars 3 and 7. Cars 1,3,5, and 7 are equipped with toilets, initially planned to operate until March 2017, it is scheduled to remain in this livery until spring 2018. Car 521-1, formerly the end car of set W1, is preserved at the Kyoto Railway Museum, list of high speed trains JR-West 500 series Kodama Nippon Sharyo information
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700 Series Shinkansen
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The 700 series is a Japanese Shinkansen high-speed train type built between 1997 and 2006, and entering service in 1999. The 700 series is characterized by its flat duck-bill nose designed to reduce the effect as the trains enter tunnels. As with the 500 series trains, yaw dampers are fitted between vehicles, and all cars feature semi-active suspension to ensure smooth ride characteristics at high speed. The cost of a 16-car 700 series unit is approximately 4 billion yen compared with around 5 billion yen for a 16-car 500 series train,700 series trainsets are scheduled to be withdrawn from Tokaido Shinkansen services by the end of fiscal 2019. New single-arm current collectors were fitted from the start, and these featured the distinctive wine-glass pantograph shrouds of the 300X train. These were later changed to a design resembling the 500 series arrangement with additional side fences, unit C0 was modified to full production standard in September 1999 and renumbered as C1. These units were ordered by JR Central for use on Tokyo to Hakata Nozomi services, displacing the 300 series trains previously used on these services. Interior layout and accommodation is similar to that of the 300 series trains, with three Green class vehicles, and the same 1,040 mm seat pitch in standard class, and 1,160 mm in Green class. The central gangways were widened by 30 mm to 600 mm, the refreshment counters of the 300 and 500 series trains were discontinued and replaced by vending machines selling drinks, located in cars 3,7,11, and 15. Specifications permit 285 km/h running on the Sanyo Shinkansen with speed restricted to 270 km/h on the Tokaido Shinkansen between Tokyo and Shin-Osaka. The initial batch ordered by JR Central consisted of 17 units, services featuring 700 series stock were increased to five daily from July 1999, and further increased from October 1999. With continuing deliveries,700 series trains were introduced on Tōkaidō Shinkansen Hikari services from late 2000. Set numbers C25 onwards introduced from May 2001 incorporate minor interior design improvements, including outlets at the ends of cars for PC users. An order for a batch of six units was placed by JR Central in December 2003. These sets provided additional capacity for services connected with the Aichi Expo in 2005 and these modifications were removed before the unit entered revenue service. Flush diaphragm covers were used on trains, such as the N700 series. During fiscal 2011, eight JR Central C sets were transferred to JR-West to replace its fleet of nine 300 series sets scheduled to be withdrawn by spring 2012, withdrawals of 700 series sets began in 2012 with the withdrawal of set C4. It continued in 2013 and in 2014, the 16-car C sets are formed as follows, with car 1 at the Hakata end
18.
N700 Series Shinkansen
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Another feature of the N700 is that it accelerates quicker than other shinkansen trains, with a maximum acceleration rate of 2.6 km/h/s. This enables it to reach 270 km/h in only three minutes, because of these improvements, trains can travel between Tokyo and Osaka on a Nozomi run in as little as 2 hours and 22 minutes on a fastest service. N700 series trains gradually replaced 300,500 and 700 series sets on Nozomi services, and by the end of February 2009, all Nozomi through runs were scheduled to use the N700 series exclusively by 2009. By 2011, all regularly scheduled Nozomi services, including runs limited only to the Tokaido Shinkansen, were operated by the N700 series, the N700 is also used on select Hikari services during the day, as well as some early-morning and late-night Kodama runs between Tokyo and Mishima/Hamamatsu. Since March 2009, the N700 series trains have been equipped with wireless internet available for use between Tokyo and Shin-Osaka. Cars 1 to 4 were built by Hitachi Ltd. cars 5 to 14 were built by Nippon Sharyo and it was initially fitted with two auxiliary headlights located below the nose. The first full-production Z set was delivered to JR Central in April 2007, the final Z set, Z80, was delivered from Kawasaki Heavy Industries in February 2012. From fiscal 2013, the fleet of Z sets underwent modifications to some of the improvements featured in the later N700A series sets. Modified sets were re-designated X sets, with cars renumbered in the -2000 subseries, the modified sets are also identified by the addition of a small A added to the right of the bodyside N700 logos. The last original Z set, set Z4, was modified to become set X4 in August 2015, the prototype set Z0 is used as a JR Central test train with cars numbered in the -9000 series, and is not used in revenue service. It was renumbered set X0 in 2014, but the car remain in the -9000 subseries. The 16-car Z sets, Z0–Z80, were formed as follows, cars 5 and 12 each had one single-arm pantograph. For details of manufacturers and delivery details of the converted former Z sets, the N700-1000 series, or N700A, is a new version of the N700 series design delivered from August 2012, and entering revenue service from 8 February 2013. The new version is identical to the existing N700 series sets. The new trains include modified brake discs, bogie vibration detection, six G sets were scheduled to be introduced during fiscal 2012, replacing older 700 series sets, with seven more sets introduced during fiscal 2013. A further 18 sets are on order by JR Central, to be delivered six sets per year between fiscal 2014 and 2016 at a cost of 88 billion yen. The first set, G1, was delivered to Hamamatsu in August 2012, the 16-car G sets are formed as follows, with car 1 at the Shin-Osaka end and car 16 at the Tokyo end. Cars 5 and 12 each have one single-arm pantograph, internally, seats have new moquette seat covers, and LED lighting is used in toilets and washing areas
19.
E2 series
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The E2 series is a Japanese high-speed Shinkansen train type operated by East Japan Railway Company on the Tohoku and Hokuriku Shinkansen high-speed lines in Japan since 1997. They are formed in 8- and 10-car sets, the 8-car sets are used on the Hokuriku Shinkansen, and the 10-car sets on Tohoku Shinkansen services. The 10-car sets can be coupled to E3 series sets using couplers hidden behind retracting nose doors and they operate at a maximum speed of 275 km/h on the Tohoku Shinkansen and 260 km/h on the Hokuriku Shinkansen. A total of 502 vehicles were built between 1997 and 2010, with the first withdrawals commencing in late 2013, units N2 onwards were delivered from March 1997 to September 1997. These sets are compatible with both the 50 Hz supply used by JR East and the 60 Hz supply used west of Karuizawa on the Hokuriku Shinkansen, Tohoku Shinkansen set J1 was transferred to Nagano depot in October 2002 and renumbered as set N21. The fleet of N sets underwent a programme of refurbishment from fiscal 2013. Cars 4 and 6 are equipped with PS205 scissors-type pantographs, as of 1 April 2016, the fleet is as follows, with just two of the original sets in service. These sets are classified E2, and are equipped with retractable nose-end couplers at the Morioka end, units J2 onwards were delivered from December 1996 to March 1997. From September 2002, the fleet of J sets was augmented from 8 to 10 cars with the addition of newly built cars for use on Hayate services to Hachinohe commencing in December 2002. The red stripe on these sets was also changed to magenta. Cars 4 and 6 are equipped with PS205 scissors-type pantographs, the prototype E2-1000 series train was delivered as an 8-car to Sendai depot in late December 2000, and entered revenue-earning service in November 2001 after extensive testing. Units J52 onwards were delivered as 10-car units from July 2002 and these trains replaced life-expired 200 series trains and augment JR Easts fleet for use on new Hayate services following the opening of the Tōhoku Shinkansen extension to Hachinohe in December 2002. A new single-arm pantograph design is used with a mounting that eliminates the need for pantograph shrouds. The pre-series set, J51, was equipped with automatic couplers at both ends, but sets J52 onwards have couplers at the end only, as on the earlier E2 trains. Unlike the earlier J sets, these units are compatible with the 50 Hz power supply of the Tohoku. The flush-fitting plug doors of the earlier N and J sets were replaced by sliding doors on these units. Cars 4 and 6 are equipped with PS207 single-arm pantographs, the pre-series E2 series unit S7 was delivered in April 1995, with S6 delivered in June of the same year. Visually, these two units differed from subsequent production units in having large pantograph shields resembling the original 300 series design
20.
Odakyu 60000 series MSE
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The Odakyu 60000 series MSE is a Romancecar electric multiple unit train type operated by the private railway operator Odakyu Electric Railway in Japan since March 2008. Cars 2,3,8, and 9 each have one single-arm pantograph, accommodation is monoclass, with seating arranged 2+2 at a seat pitch of 983 mm. All passenger saloons are designated no-smoking, cars 2,5, and 8 are equipped with toilets. Refreshment counters are provided in cars 3 and 9, two six-car sets and one four-car set were ordered in September 2006, with the first six-car set delivered from Nippon Sharyo in October 2007. The trains entered service on 15 March 2008, in 2009, the 60000 series MSE was awarded the Blue Ribbon Award, presented annually in Japan by the Japan Railfan Club for railway vehicles voted as being the most outstanding design of the year. A third six-car set was delivered in October 2009, a fifth six-car set was delivered from Nippon Sharyo in late October 2015, followed by a third four-car set in November 2015. Odakyu Romancecar MSE Odakyu 60000 series information on Nippon Sharyo website
21.
Linimo
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Linimo, formally the Aichi High-Speed Transit Tobu Kyuryo Line is a magnetic levitation train line in Aichi Prefecture, Japan, near the city of Nagoya. While primarily built to serve the Expo 2005 fair site, the line now operates to serve the local community, Linimo is owned and operated by Aichi Rapid Transit Co. Ltd. and is the first commercial maglev in Japan to use the High Speed Surface Transport type technology. It is also the worlds first unmanned commercial urban maglev, the line has nine stations and is 8.9 kilometres long, with a minimum operating radius of 75 metres and a maximum gradient of 6%. The line uses Automatic train control and Automatic train operation, construction of the track cost ¥60 billion while the Linimo trains themselves, built by Nippon Sharyo, cost ¥40.5 billion. The construction cost came to roughly $65 million per km without rolling stock, the trains for the line were designed by the Chubu HSST Development Corporation, which also operates a test track in Nagoya. They were built by Nippon Sharyo, cost ¥40.5 billion, the trains are fixed 3-car train sets. The end cars are 14.0 metres long and the middle car 13.5 metres, the cars are 2.6 metres wide. The Mc car has a capacity of 34 seated and 46 standing, the cars have a semi-monocoque construction of welded aluminum, with two emergency doors at each car end and two 1, 200-millimetre doors per side. On March 19,2005 and again on March 24, the number of people inside the trains exceeded the capacity of 244 passengers. The line also has to be shut down for safety reasons when wind speed exceeds 25 m/s, a relatively common occurrence in the area. During the Expo, the line carried an average of 31,000 passengers per day, but ridership dropped to only 12,000 in the first six months after the Expo, and the line lost over ¥3 billion in 2006. While ridership gradually increased to 16,500 passengers per day in 2008, the line was later cancelled in 2007. Expo 2005 High Speed Surface Transport Official website The International Maglevboard
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Magnetic levitation train
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Maglev is a transport method that uses magnetic levitation to move vehicles without making contact with the ground. With maglev, a vehicle travels along a guideway using magnets to create lift and propulsion, thereby reducing friction by a great extent and allowing very high speeds. In itself, maglev technology includes no moving parts, Maglev trains move more smoothly and more quietly than wheeled mass transit systems. The power needed for levitation is not a large percentage of its overall energy consumption, most goes to overcome drag. Maglev trains hold the record for trains. Compared to conventional trains, differences in construction affect the economics of maglev trains, for high-speed trains with wheels, wear and tear from friction from wheels on rails accelerates equipment wear and prevents high speeds. Conversely, maglev systems have much more expensive to construct. Despite decades of research and development, maglev systems are in operation in just three countries. In April 2004, Shanghais Transrapid system began commercial operations, in March 2005, Japan began operation of its relatively low-speed HSST Linimo line in time for the 2005 World Expo. In its first three months, the Linimo line carried over 10 million passengers, South Korea became the worlds fourth country to succeed in implementing maglev technology with the Incheon Airport Maglev beginning regular operation on February 3,2016. In Japan a new high speed line, the Chuo Shinkansen is planned to become operational in 2027. In the late 1940s, the British electrical engineer Eric Laithwaite and he became professor of heavy electrical engineering at Imperial College in 1964, where he continued his successful development of the linear motor. Since linear motors do not require physical contact between the vehicle and guideway, they became a fixture on advanced transportation systems in the 1960s and 70s. Laithwaite joined one such project, the hovercraft, although the project was cancelled in 1973. The linear motor was naturally suited to use with maglev systems as well, working at the British Rail Research Division in Derby, along with teams at several civil engineering firms, the transverse-flux system was developed into a working system. The first commercial maglev people mover was simply called MAGLEV and officially opened in 1984 near Birmingham and it operated on an elevated 600-metre section of monorail track between Birmingham Airport and Birmingham International railway station, running at speeds up to 42 km/h. The system was closed in 1995 due to reliability problems, High-speed transportation patents were granted to various inventors throughout the world. Early United States patents for a linear motor propelled train were awarded to German inventor Alfred Zehden, in 1907, another early electromagnetic transportation system was developed by F. S. Smith
23.
Keisei Electric Railway
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The Keisei Electric Railway Co. Ltd. is a major private railway in Chiba Prefecture and Tokyo, Japan. The name Keisei is the combination of the kanji 京 from Tokyo and 成 from Narita, the combination uses different readings than the ones used in the city names. The railways main line runs from Tokyo to Narita and the suburb cities of Funabashi, Narashino, Yachiyo. Keisei runs an express train called the Skyliner from Ueno. In addition to its business, the Keisei Electric Railway Company owns large bus and taxi services. It owns a share of the Oriental Land Company which owns. Keisei was founded on June 30,1909 and began services on November 3,1912 and its main line reached Narita in 1930 and Ueno in 1933. Originally a narrow gauge operator, Keisei converted to 1,435 mm standard gauge in 1959, in 1960, Keisei began through service with the Toei Asakusa Line, the first interline through service arrangement in Japan. Skyliner service began in 1973 and started serving the airport in 1978, a new underground station was opened in 1991 to provide a more direct connection to terminal 1, and in 1992 service began to terminal 2. On July 17,2010, Skyliner switched its route to the newly built Narita Sky Access, Keisei operates 152.8 km of railway which consists of one trunk line named the Main Line and six branchlines. Legend Type indicates the type of business under the Railway Business Act of Japan. Type 1 operator owns and operates the railway while Type 2 operator operates but does not owns the railway and this section is shared by the Main Line and the Higashi-Narita Line. This section is shared by the Main Line and the Narita Airport Line
24.
Keisei 3000 series
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The Keisei 3000 series is a DC electric multiple unit train type operated by the private railway operator Keisei Electric Railway on commuter services in the Tokyo area of Japan since 2003. The eight-car sets are used on inter-running services via the Toei Asakusa Line to. As of 1 April 2016, the fleet consists of six sets and 26 six-car sets formed as shown below. Xx corresponds to the set number, cars 2 and 7 each have two single-arm pantographs, and car 5 is fitted with one. Xx corresponds to the set number, cars 2 and 7 each have two single-arm pantographs. Seating accommodation consists of longitudinal bench seating throughout, a second eight-car set,3026, was delivered from the Nippon Sharyo factory in Toyokawa, Aichi in January 2013, approximately five years after the previous set was built. The build histories for the most recent sets are as shown below, two six-car sets,3031 and 3032, were delivered during fiscal 2015, entering revenue service in February and March 2016 respectively. These trains feature interior LED lighting
25.
Keisei 3050 series
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The Keisei 3050 series is a commuter electric multiple unit train type operated by the private railway operator Keisei Electric Railway on the Narita Sky Access Line in Japan since 17 July 2010. The design is based on the earlier 3000 series trains, and is classified as the 7th batch of the 3000 series type. As of 1 April 2015, the fleet consists of six 8-car sets, formed as shown below, with six motored cars, car 1 is at the Narita Airport end. Cars 2 and 7 have two PT7131-B single-arm pantographs, passenger accommodation consists of longitudinal bench seating throughout. From 31 March 2013, WiMAX wireless broadband access was provided on all 3050 series trains
26.
Keisei AE100 series
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First entering service in June 1990, the trains replaced the earlier AE series EMUs operating on Skyliner services providing a link between Tokyo and Narita Airport. They had a design with hidden headlamps. As of 1 April 2015, two 8-car sets remained in service out of the fleet of seven sets. The sets were formed as shown below, with six motored cars, cars 2 and 7 were each fitted with two scissors-type pantographs. The x in the individual car numbering corresponded to the set number, cars 1 and 8 were originally designated as smoking cars, but all cars became no-smoking from 17 July 2010. Passenger accommodation consisted of standard class seating only, configured 2+2 abreast with pairs of reclining seats that could be rotated to face the direction of travel, car 4 was equipped with a toilet and also a wheelchair space. Car 5 had a drink vending machine, the first trains were introduced from June 1990, replacing the earlier AE series sets. The fleet underwent refurbishment between 2001 and 2003, with modifications internally to improve accessibility, and changes to the moquette seat covers. From 17 July 2010, all AE100 series trains were transferred to Cityliner services, following the reduction in the number of Cityliner services, five of the original seven sets were withdrawn and scrapped between 2010 and 2012, leaving just two sets in operation. Two special farewell runs were organized by Keisei Travel on 21 and 28 February 2016, following which the AE100 series trains were officially withdrawn
27.
Keisei AE series (2009)
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The first set was delivered in May 2009, and entered service in July 2010, replacing the Keisei AE100 series EMUs previously used on these services. Each 8-car set consists of six motored cars and two trailers, the trains are the first Keisei trains to use bolsterless bogies, and the end cars are equipped with active suspension. The train design and styling was overseen by Japanese fashion designer Kansai Yamamoto, the musical horn and in-train announcement melody are provided by Casiopea keyboardist and Ongakukan CEO Minoru Mukaiya. The AE series design won the Good Design Award in 2010, as of 1 April 2013, the fleet consists of eight 8-car sets formed as shown below with car 1 at the Narita end. Cars 2,4,6, and 8 are each fitted with a single-arm pantograph, the x in the individual car numbering corresponds to the set number. All cars are monoclass, with 2+2 abreast rotating/reclining seating, car 4 has a drink vending machine. Car 5 is equipped with a universal access toilet and also a wheelchair space, the AE series entered revenue service on Skyliner services from 17 July 2010. The manufacturers and delivery dates for the fleet are as shown below, e259 series, trains used on competing JR East Narita Express services Official site Keisei AE series New Skyliner information on Nippon Sharyo website
28.
Ferrocarril General Roca
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The six companies were managed by Ferrocarriles Argentinos which was later broken up during the process of railway privatisation beginning in 1991 during Carlos Menems presidency. The Roca Railway is currently operated by State owned companies Trenes Argentinos and Ferrobaires while freight transport is run by private companies Ferrosur Roca, the BAGSR was one of the largest companies with 8,149 km. of track at the time of its nationalisation in 1948. The Buenos Aires and Ensenada Port Railway was another company that built lines in the Buenos Aires Province, at the beginning of the 20th. Century the Government of Argentina had established the Argentine State Railway, the first railway built was the Puerto Deseado Railway, opened in 1911 in order to contribute to the commercialisation of wool in the region. The Argentine State opened other lines across Patagonia, most notably the Patagonian Express, the BAGSR also took over the section built and operated by the Bahía Blanca and North Western Railway that extended to Darragueira and Toay in La Pampa Province. The six companies were managed by Ferrocarriles Argentinos which was broken up during the process of railway privatisation beginning in 1991 during Carlos Menems presidency. The south section of the R&PBR only, in General Madariaga Partido the Roca Railway owned a freight line branch that carried firewood to the dunes zone at the entrance to Pinamar. In 1943, the city of Pinamar was opened as a tourist centre, after nationalisation, the Roca Railway decided to extend the branch another 470 meters, crossing the dunes and reaching the city of Pinamar. The company built a station there which opened in August 1949. On May 3,1949, the Mar del Plata south station was definitively closed, the building would be later be re-opened as a bus terminus. Once the south station was closed, trains moved to the north station, in the 1950s, the Government acquired 12 coaches from the American Budd Company. Those trains had been designed for the Chesapeake and Ohio Railway. A high-speed 6000 HP Baldwin locomotive had been designed to tow that train. Nevertheless, C&OR withdrew the purchase due to increasing competition with air travel, in 1951 Ferrocarriles Argentinos acquired a total of 46 coaches from Budd Co. The rolling stock, originally built for standard gauge railways, had to be adapted to indian gauge used in Roca Railway, after a probationary period, trains began to run express services to Mar del Plata with a journey time of about 5 hours. Budds coaches comfort features included, speakers on the seats, individual lights and tables, carpeted floor, venetian blinds, arm chairs in saloon coaches, pneumatic doors, coaches were towed by Caprotti steam locomotives, eventually using diesel machines. In 1952 diesel locomotives by local company Fábrica Argentina de Locomotoras named Justicialista made their debut on the line and those machines had been built at Liniers workshops. In 1952, the locomotives began to serve on the Constitución-Mar del Plata section to tow the Marplatense express with a time of 3 hours and 45 minutes
29.
Porto Alegre Metro
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The choice of path was made to relieve the heavy traffic of highway BR-116, only option before the construction of this line, which already had serious problems with the transit at the time. The Line 1 was inaugurated on March 2,1985 between the Central Public Market and Sapucaia do Sul, covering a route of 27 kilometers and 15 stations, in December 1997, the line was extended to Unisinos. A3. 8-kilometer extension to São Leopoldo-Museum was added in November 2000, the Porto Alegre Rapid Transit has an average distance between each station of 2 kilometers. The average speed of trains is 50 km/h, while the speed is 90 km/h. The rail gauge is 1,600 mm, with power supplied to the trains by a 3,000 VDC catenary, the line has been operational since August 2013. It is a part of the Porto Alegre Metro system so users do not need to purchase a separate ticket, the journey time is 90 seconds. Depending on demand, one of two vehicles, will operate at any one time, cost of construction was R$37.8 million with demand projected at 7,700 passengers per day. In the period 1 May 2014 to 7 September 2014, following the introduction of fare collection and this is the first commercial installation in the world of the Aeromovel design, an atmospheric railway technology first developed in Porto Alegre in the late 1970s
30.
Toronto Transit Commission
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The Toronto Transit Commission is a public transport agency that operates bus, rapid transit, streetcar, and paratransit services in Toronto, Ontario, Canada. Established in 1921, the TTC comprises four rapid transit lines with 69 stations, over 149 bus routes, and 10 streetcar lines. In 4th quarter 2012, the daily ridership was 2.76 million passengers,1,425,300 by bus,271,100 by streetcar,46,400 by intermediate rail. The TTC also operates paratransit service for the elderly and disabled. The TTC is the third most heavily used urban mass transit system in North America, after the New York City Transit Authority, public transit in Toronto started in 1849 with a privately operated transit service. In later years, the city operated some routes, but in 1921 assumed control over all routes, during this period, streetcars provided the bulk of the service. In 1954, the TTC adopted its present name, opened the first subway line, the system has evolved to feature a wide network of surface routes with the subway lines as the backbone. On February 17,2008, the TTC made many improvements, finally reversing more than a decade of service reductions. The Gloucester subway cars, the first version of TTC subway cars, another common slogan is The Better Way. The TTC has recovered about 70% of its costs from the fare box in recent years. From its creation in 1921 until 1971, the TTC was self-supporting both for capital and operations, deficits and subsidies soared throughout the 1970s and 1980s, followed by service cuts and a period of ridership decline in the 1990s, partly attributable to recession. Since then, the TTC has consistently been in financial difficulties, Service cuts were averted in 2007, though, when the Toronto City Council voted to introduce new taxes to help pay for city services, including the TTC. As a result, the TTC became the largest transit operator in Anglo-America not to receive provincial/state subsidies, the TTC has received federal funding for capital projects from as early as 2009. The TTC is also considered one of the costliest transit systems per fare price in North America, for the 2011 operating year, the TTC had a projected operating budget of $1.45 billion. Revenue from fares covered approximately 70% of the budget, whereas the remaining 30% originated from the city, in 2009 through 2011, provincial and federal subsidies amounted to 0% of the budget. In contrast to this, STM Montreal receives approximately 10% of its budget from the provincial government. The fairness of preferentially subsidizing transit in specific Canadian cities has been questioned by citizens, the TTC operated the ferry service to the Toronto Islands from 1927 to 1962, when it was transferred to the Metro Parks and Culture department. Gray Coach Lines was a suburban and regional intercity bus operator founded in 1927 by the TTC, Gray Coach used interurban coaches to link Toronto to points throughout southern Ontario
31.
Union Pearson Express
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The Union Pearson Express is an airport rail link running between Union Station in Downtown Toronto and Toronto Pearson International Airport. The UP Express began operation on June 6,2015, in time for the 2015 Pan American Games, the UP Express travels between Union and Pearson in 25 minutes departing every 15 minutes, seven days a week. At the launch announcement, it was stated that UP is projected to carry 2.35 million passengers annually, UP Express is operated as an independent division of Metrolinx, similarly to GO Transit. An airport rail link was one of the priority projects identified in Metrolinxs regional transportation plan, Construction began in 2011 as part of the Georgetown South Project, which expanded the rail corridor the UP Express shares with GO Transit and Via Rail. UP Express uses diesel multiple unit trains that meet United States Environmental Protection Agency Tier 4 emission standards, the Kitchener line and UP Express will be electrified, although no date has been set. The UP Express has been criticized for not using electric trains from the outset, improved transit connections to Pearson Airport have been of interest since the late 1980s. Before the specific pursuit of a rail link, three formal studies were conducted, and released in 1989,1990 and 1991. The last two presented options for making a connection from the GO Georgetown train line, or the Toronto Transit Commissions Bloor–Danforth subway line. Transport Canada made a request for proposal for a rail link in April 2001. In May 2003, the submissions were pared down to four pre-qualified private consortia, the service was to be called Blue22, as a trip would take 22 minutes to or from Pearson with a stop at the Bloor GO/Dundas West TTC Station. Trains were to be refurbished Budd Rail Diesel Cars, and were expected to begin running between 2008 and 2010, by 2008, there had not been significant progress on the project because of failed consensus in negotiations, regulatory hurdles and community opposition. Furthermore, the link received public statements of strong support from Premier of Ontario Dalton McGuinty, Toronto Mayor David Miller. In December 2008, Metrolinx became the proponent of new EA that would assess a combination of both the UP Express and GO Transits Georgetown South expansion. The final Environmental Project Report was released on July 30,2009, Metrolinx established the new operating division that would become Union Pearson Express. The name Air Rail Link was used as a placeholder until the name was unveiled on November 29,2012. Metrolinx largely preserved the same scope as had been approved in the environmental assessment. Changes from SNC Lavalins former proposal included refinements to take into account synergies with GO Transit, Kathy Haley was named the first president of the division in July 2011. It was announced on October 24,2011 that the consortium AirLinx Transit Partners had been selected to complete building the UP Express, the consortium comprises some of Canadas largest construction companies such as Aecon and Dufferin Construction
32.
Diesel Multiple Units
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A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages and they may also be referred to as a railcar or railmotor, depending on country. Diesel-powered units may be classified by their transmission type, diesel-electric. The diesel engine may be located above the frame in a bay or under the floor. Driving controls can be at both ends, on one end, or none, DMUs are usually classified by the method of transmitting motive power to their wheels. In a diesel-mechanical multiple unit the rotating energy of the engine is transmitted via a gearbox and driveshaft directly to the wheels of the train, like a car. The transmissions can be shifted manually by the driver, as in the majority of first-generation British Rail DMUs. In a diesel-hydraulic multiple unit, a torque converter, a type of fluid coupling. Some units feature a mix of hydraulic and mechanical transmissions, usually reverting to the latter at higher operating speeds as this decreases engine RPM. In a diesel-electric multiple unit a diesel engine drives a generator or an alternator which produces electrical energy. The generated current is fed to electric traction motors on the wheels or bogies in the same way as a conventional diesel electric locomotive. In modern DEMUs, such as the Bombardier Voyager family, each car is entirely self-contained and has its own engine, generator, a train composed of DMU cars scales well, as it allows extra passenger capacity to be added at the same time as motive power. It also permits passenger capacity to be matched to demand, and for trains to be split and it is not necessary to match the power available to the size and weight of the train, as each unit is capable of moving itself. As units are added, the power available to move the train increases by the necessary amount, distribution of the propulsion among the cars also results in a system that is less vulnerable to single-point-of-failure outages. Many classes of DMU are capable of operating with faulty units still in the consist, because of the self-contained nature of diesel engines, there is no need to run overhead electric lines or electrified track, which can result in lower system construction costs. Such advantages must be weighed against the noise and vibration that may be an issue with this type of train. DMUs were first introduced to Australia in the late mid-20th century for use on branch lines that could not justify a locomotive hauled service. Today, DMUs are widely used throughout Australias southern states, Adelaide Metro uses a variety of DMUs on their suburban network, NSW TrainLink use Xplorer DMUs on services from Sydney to Canberra, Griffith, Broken Hill, Armidale and Moree
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Nippon Sharyo DMU
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It has been ordered by Sonoma-Marin Area Rail Transit in Sonoma and Marin Counties, California, and by Metrolinx for the Union Pearson Express airport link in Toronto, Ontario. The vehicles are designed to be convertible to electric multiple unit operation, each Nippon Sharyo DMU is powered by one Cummins QSK19-R diesel engine with hydraulic transmission and regenerative braking, and meets US EPA Tier 4 emission standards. Braking energy is converted into electricity by the power generator. The Sonoma Marin Area Rail Transit ordered 14 cars in December 2010, half of the cars were ordered as A-car and the remaining as B-car. In June 2015 SMART received a grant from California State Transportation Agency to purchase 3 C-cars and these would have allowed SMART to use 3 train sets with a third car in the middle. The first cars, numbered 101 and 102, were delivered to SMART in April 2015, the final cars from the original order, numbered 113 and 114, arrived in December 2015. Seven trains comprise the fleet of Union Pearson Express, grouped into 4 three-car and 3 two-car train sets, Union Pearson Express units feature enclosed overhead luggage bins as required by Transport Canada, and an enhanced enclosed luggage tower. The first cars were delivered to UP Express in August 2014, all 18 cars ordered were delivered and entered service by June 2015. TriMet considered ordering a two-car train for its Westside Express Service to supplement its fleet of Colorado Railcar DMUs, MBTA also purchased an 18-car option from SMART for its proposed Indigo Line service. A July 2016 fire aboard one of Torontos units revealed a design flaw in the Cummins engines crankshaft. This delayed the beginning of SMART revenue service until their engines could be serviced to correct the problem
34.
Sumitomo Corporation
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Sumitomo Corporation is one of the largest worldwide Sogo shosha general trading companies, and is a diversified corporation. The company was incorporated in 1919, and is a company of the Sumitomo Group. It is listed on four Japanese stock exchanges and is a constituent of the TOPIX, today, the company is one of the top three sōgō shōsha companies in the world. The Sumitomo Group, of which Sumitomo Corporation is a key member, dates to the 17th century establishment of a book, Sumitomos brother-in-law Riemon Soga developed a technology to extract silver from copper, and Sogas son Tomomochi Sumitomo expanded this smelting business to Osaka. From this start, the Sumitomo family expanded its business into copper mining, followed by textiles, sugar, the Sumitomo family was close to the Tokugawa shogunate throughout the Edo period. During the 1860s, this became a liability for the firm as the Tokugawa clan warred with rivals in western Japan. Following the Tokugawas defeat, Sumitomo was almost ruined and under pressure to sell the Besshi mine, however, Sumitomo kept the mine and improved its output through adoption of new Western techniques. In 1944, the merged with Sumitomo Building Co. Ltd. to form Sumitomo Building. World War II destroyed most of Sumitomos industrial infrastructure within Japan, the firm listed its shares on the Osaka, Tokyo and Nagoya Stock Exchanges in 1949. The company began to grow overseas in the 1950s, starting business in Mumbai in 1950 and it changed its name to Sumitomo Shoji Kaisha, Ltd. in 1952. By the 1960s Sumitomo officially aimed to be one of the Big Three general trading companies, alongside Mitsubishi, in 1970, Sumitomo established a second head office in Tokyo and merged with Sogo Boeki Co. Ltd. Sumitomo adopted its current English name, Sumitomo Corporation, in 1978, the companys transactional volume increased by a factor of ten from 1955 to 1965, and again by a factor of ten from 1965 to 1975. Like its zaibatsu cohorts Mitsubishi and Mitsui, Sumitomo established a business group centered on itself. Sumitomos strategy focused on natural resources through 2014, when the company booked hundreds of billions of yen in losses on shale oil, the companys president, Kuniharu Nakamura, attributed these losses to both adverse market factors and Sumitomos relative inexperience in the field. As a result of these setbacks, Sumitomo was overtaken by Itochu as Japans third-largest general trading company, Sumitomo announced in 2015 that it would refocus its business on the automotive and infrastructure industries and other non-resource businesses. Bluewell Insurance Cantex Clickstream Capital Pacific Summit Energy Presidio Ventures The Seiyu, Sumitomo Corporation Equity Asia Limited SMBC Finance & Lease Sumitomo Wiring Systems Ltd. Sumitomo Mitsui Banking Corporation The Bank of Tokyo-Mitsubishi UFJ, Ltd, the Sumitomo Trust and Banking Co. Ltd. Japan Trustee Services Bank, Ltd. Mitsui Sumitomo Insurance Group Holdings, Inc
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Manila Light Rail Transit System
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The Manila Light Rail Transit System, popularly and informally known as the LRT, is a metropolitan rail system serving the Metro Manila area in the Philippines. The system is operated by the Light Rail Transit Authority, a government-owned and controlled corporation under the authority of the Department of Transportation, along with the Manila Metro Rail Transit System, and Philippine National Railwayss commuter line, the system makes up Metro Manilas rail infrastructure. The LRT-1 serves 500,000 passengers daily while the LRT-2 serves 200,000 passengers and its 33.4 kilometers of mostly elevated route form two lines which serve 31 stations in total. LRT Line 1, also called the Red Line, opened in 1984, LRT Line 2, the Purple Line, was completed in 2004 and runs east–west. Security guards at each station conduct inspections and provide assistance, a reusable plastic magnetic ticketing system has replaced the previous token-based system in 2001, and the Flash Pass introduced as a step towards a more integrated transportation system. As of 2015, the magnetic tickets were replaced with the Beep. Many passengers who ride the system also take various forms of road-based public transport, such as buses, to, the networks expansion is set on tackling this problem. The network consists of two lines, the original LRT Line 1 or Green Line, and the more modern LRT Line 2, the LRT-1 is aligned in a general north–south direction along over 17.2 kilometers of fully elevated track. From Monumento it runs south above the hustle and bustle of Rizal, a four-station east–west extension along Epifanio de los Santos Avenue that will connect Monumento to the North Avenue station was opened in 2010, although the common station is not yet constructed. Including the extensions two recently opened stations, Balintawak and Roosevelt, the LRT-1 has twenty stations, the LRT-2 or Line 2 consists of eleven stations in a general east–west direction over 13.8 kilometers of mostly elevated track, with one station lying underground. The system passes through the cities of Caloocan, Manila, Marikina, Pasay, Pasig, Quezon City, every day around 430,000 passengers board the LRT-1, and 175,000 ride the LRT-2. During peak hours, the LRT-1 fields 29 trains, the interval between the departure of one and the arrival of another, called headway, is a minimum of 4 minutes. The LRT-2 runs 12 trains with a headway of 5 minutes. With the proper upgrades, the Yellow Line is designed to run with headway as low as 1.5 minutes. The LRT-2 can run with headway as low as 2 minutes with throughput of up to 60,000 passengers per hour per direction, together with the PNR, the three constitute the SRTS. Recto and Doroteo Jose serve as the interchange between both lines of the LRTA. Araneta Center-Cubao and EDSA stations serve as interchanges between the LRTA and the MRTC networks, to transfer lines, passengers will need to exit from the station they are in then pass through covered walkways connecting the stations. Blumentritt station meanwhile is immediately above its PNR counterpart, Baclaran, Central Terminal, and Monumento are the LRT-1s three terminal stations, Recto, Araneta Center-Cubao, and Santolan are the terminal stations on the LRT-2
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Mass Rapid Transit (Singapore)
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The MRT network encompasses 170.7 kilometres of route, with 102 stations in operation, on standard gauge. These operators also run bus and taxi services, thus facilitating full integration of transport services. The MRT is complemented by a number of local LRT networks in Bukit Panjang, Sengkang. The origins of the Mass Rapid Transit are derived from a forecast by city planners in 1967 which stated the need for an urban transport system by 1992. The initial S$5 billion construction of the Mass Rapid Transit network was Singapores largest public works project at the time, the network was built in stages, with the North South Line given priority because it passed through the Central Area that has a high demand for public transport. On 7 November 1987, the first section of the North South Line started operations, fifteen more stations were opened later, and the MRT system was officially launched on 12 March 1988 by then Prime Minister Lee Kuan Yew. Another 21 stations were added to the system, the opening of Boon Lay on the East West Line on 6 July 1990 marked the completion of the system two years ahead of schedule. The MRT has subsequently been expanded, the first expansion was in 1996. This was a S$1.2 billion expansion of the North South Line into Woodlands, merging the Branch Line into the North South Line and joining Yishun and Choa Chu Kang Stations. The concept of having rail lines that bring people almost directly to their homes led to the introduction of the Light Rail Transit lines connecting with the MRT network, on 6 November 1999, the first LRT trains on the Bukit Panjang LRT went into operation. In 2002, the Changi Airport and Expo stations were added to the MRT network, the North East Line, the first line operated by SBS Transit, opened on 20 June 2003, one of the first fully automated heavy rail lines in the world. On 15 January 2006, after lobbying by the public. The Boon Lay Extension of the East West Line, consisting of Pioneer and Joo Koon stations, the Circle Line opened in four stages from 28 May 2009 to 14 January 2012. Stage 1 of Downtown Line opened on 22 December 2013 with its official opening made on 21 December 2013 by Prime Minister Lee Hsien Loong, Stage 2 opened on 27 December 2015, and was officially opened on 26 December by Prime Minister Lee. The following table lists the Mass Rapid Transit lines that are operational, Except for the partly at-grade Bishan MRT Station. Most below-ground stations are deep and hardened enough to withstand conventional aerial bomb attacks, mobile phone and 3G service is available in every part of the network. Underground stations and the trains themselves are air-conditioned, while above-ground stations have ceiling fans installed, every station is equipped with General Ticketing Machines, a Passenger Service Centre and LED or plasma displays that show train service information and announcements. All stations are equipped with restrooms and payphones, some restrooms are located at street level, heavy-duty escalators at stations carry passengers up or down at a rate of 0.75 m/s, 50% faster than conventional escalators
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Electrical Multiple Unit
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An electric multiple unit or EMU is a multiple unit train consisting of self-propelled carriages, using electricity as the motive power. An EMU requires no separate locomotive, as traction motors are incorporated within one or a number of the carriages. An EMU is usually formed of two or more semi-permanently coupled carriages, but electrically powered single-unit railcars are also classed as EMUs. EMUs are popular on commuter and suburban rail networks around the world due to their fast acceleration, being quieter than DMUs and locomotive-drawn trains, EMUs can operate later at night and more frequently without disturbing residents living near the railway lines. The first EMUs were used on the elevated Liverpool Overhead Railway in 1893, the southern terminal of the railway was underground, giving the LOR the distinction of also being the first to use EMUs underground. Each carriage had a traction motor and was specifically designed and constructed to be light in weight while running on elevated steel sections. The first EMUs were two-carriage trains later graduating to three carriages, with the front and rear carriages powered, Liverpool Museum retains an example of the Liverpool Overhead Railway EMU carriage. An early proponent of EMUs was the American engineer Frank J. Sprague, the cars that form a complete EMU set can usually be separated by function into four types, power car, motor car, driving car, and trailer car. Each car can have more than one function, such as a car or power-driving car. A power car carries the equipment to draw power from the electrified infrastructure, such as pickup shoes for third rail systems and pantographs for overhead systems. Motor cars carry the traction motors to move the train, and are combined with the power car to avoid high-voltage inter-car connections. Driving cars are similar to a cab car, containing a drivers cab for controlling the train, an EMU will usually have two driving cars at its outer ends. Trailer cars are any cars that carry little or no traction or power related equipment, on third rail systems the outer vehicles usually carry the pick up shoes, with the motor vehicles receiving the current via intra-unit connections. Many modern 2-car EMU sets are set up as married pair units, while both units in a married pair are typically driving motors, the ancillary equipment are shared between the two cars in the set. Since neither car can operate without its partner, such sets are permanently coupled, advantages of married pair units include weight and cost savings over single-unit cars while allowing all cars to be powered, unlike a motor-trailer combination. Disadvantages include a loss of flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak, also featured high-speed electric multiple-unit cars, diesel multiple unit Battery electric multiple unit British electric multiple units Media related to Electric multiple unit at Wikimedia Commons
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Kawasaki Heavy Industries & Nippon Sharyo C751B
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21 trainsets of 6 cars each were purchased, and it is the first rolling stock to feature VVVF insulated-gate bipolar transistor traction control system. Kawasaki Heavy Industries manufactured 66 cars and Nippon Sharyo manufactured 60 cars respectively with no comparable differences and these trains are the third generation of rolling stock to be used on the two lines. These trains were fitted with Mobitec MobiLED electronic destination displays for train run numbers, the majority of these trains are operated on the North South Line with only a handful operating on the East West Line. The front of the train sports a more slanted and streamlined look, all cars are equipped with 6 LCD per car, and all except trainset 347/348 which features LED displays. These used to rail travel information, commercials and movie trailers. They also come with more poles, wider seats, more space near the doors. The interior and exterior design of the train have been improved, the LED displays however have seen little usage after a new series of voice announcements were introduced across the system in mid-2008. All VPIS were removed to make way for the STARIS by 2010, the colour layout on these trains are also different from their earlier counterparts. Cars 1 and 6 use a sort of color on the seats, while cars 2 and 5 use a different shade of blue. All door panels and walls are white, which is an appearance of all SMRT trains. In 2001, when the Changi Airport Line was opened, some of these trains plying the East West Line had luggage racks installed. These luggage racks were installed in every carriage of the train, the purpose of those racks were to let travellers heading to the airport, who usually carry a large amount of luggage, to have a space to place their bags easily. However, these luggage racks were always underutilised, travellers preferred holding on to their bags where they were standing or sitting, as opposed to placing them on the luggage racks, probably due to convenience and fear of theft. Some commuters were also complaining that these racks took up critically needed space which could be occupied by other passengers which often filled the train. Therefore, in 2003, trains with the racks had them removed. Energy efficient LED lights are on trial in train car 1328 and 3328, STARIS Version 2.0 was installed in 2010 but however it was uninstalled in 2016. On 13 April 2002, a fault was detected in a C751B train, as the train was under warranty, the engineers from the manufacturers of the train and gearbox were flown in on 21 April. They subsequently detected metal fragments in the gearboxes, and those of another 20 trains, SMRT immediately withdrew all 21 C751B trains and suspended the Boon Lay – Changi Airport train through service, replacing it with the Tanah Merah – Changi Airport shuttle service
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Kawasaki Heavy Industries C151
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The Kawasaki Heavy Industries C151 is a type of train that is one of the four current types of electric multiple unit on the North South and East West Lines of Singapores Mass Rapid Transit system. These are the oldest trains built for the system, they were introduced in 1987 and are still in operation, sixty-six trainsets consisting of six cars each and a single money trainset consisting of four cars were purchased. These trains are operated by SMRT Trains, no visible differences can be found in any of these batches, which were built to agreed specifications. The trains underwent a two-year mid-life interior refurbishment programme by Hyundai Rotem, after major train disruptions on 15 and 17 December 2011, further plans to upgrade its mechanical components to increase its reliability were made. The first trainset to receive this upgrade, which included a replacement traction system, with construction of the Mass Rapid Transit system underway in 1983, Contract 151 called for the procurement of rolling stock—150 cars in Phase One and an option for 246 cars in Phase Two. In what Financial Times described as a time when manufacturers were begging for orders for the rolling stock market. At least eight companies from around the world submitted bids for what they had nicknamed the Big One, competition for the contract was so fierce that it involved last-minute discounts, offers of free parts and allegations of sabotage. Metro-Cammell, Kawasaki and ASEA were shortlisted for the final round, Metro-Cammell based its design on the Hong Kong MTR M-Train EMU and proposed to use the GEC propulsion system had they won the contract. Metro-Cammell also delivered a concept mock-up and was originally the favourite to win the contract, however, analysts became concerned that a measuring error involving the London Underground 1983 Stock during the evaluation period could jeopardise their bid. Kawasaki won the contract, its bid—aided by favourable financing from Mitsui, the award was the largest single contract awarded in the initial construction of the system. Kawasaki also promised to supply $20. 9m worth of spare parts after delivery. The loss of Contract 151 was a financial blow to Metro-Cammell. A mock-up was manufactured in Japan after Kawasaki won the contract and it was shipped to Singapore and put on public display during the 1984 National Exhibition held in November 1984 at World Trade Centre. The mock-up featured three choices of seating arrangements and colour schemes, members of the public were invited to give feedback on these options, the finalised interior design of the C151 trains consisted of a fully longitudinal seating arrangement. The bucket seats were made of plastic, glass partitions separated the seating areas from the passenger doors, strap lines for standing passengers were installed in the middle of every car. The colour scheme of each adjacent cars interior is distinct to make car identification in cases of fault reporting easier for passengers. Originally the colour scheme of the trailer cars was orange, that of the second and fifth motor cars was blue. There were nine seats between two doors, this was reduced to seven after the first round of refurbishment, while the rolling stock and Mitsubishi Electric propulsion equipment were constructed in Japan, many parts were sourced from Europe
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Taiwan Railway Administration
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Since Taiwan is heavily urbanized with a high population density, railways have played an important part in domestic transportation since the late 19th century. Most of the lines are fully electrified and service is generally efficient. In 2011, the system carried 205.8 million passengers, the agencys headquarters are in Zhongzheng District, Taipei. The agency is headed by Chieh-shen Lu, Director-General of Taiwan Railway Administration, Railway services between Keelung and Hsinchu began in 1891 under China’s Qing Dynasty. Completely rebuilt and substantially expanded under the Taiwan Governor-General Railways operated by Formosa’s Japanese colonial government, similarities between the TRA and the Japan Railways companies can be noted in signal aspects, signage, track layout, fare controls, station architecture, and operating procedures. As Japan’s southern base during WWII, Taiwan’s railways suffered significant damage by Allied air raids, the Taiwan Railways Administration was established on March 5,1948 to reconstruct and operate railway infrastructure, with Lang Chung-hsiung as its first Director-General. With ~13,500 employees, TRA is a government organization under Taiwan’s Ministry of Transportation and Communication that directly operates 682 route miles of 3’6” gauge railways, three mainlines form a complete circle around the island. Southern Link Mainline, ECML Hualien-Taitung, and three branches are non-electrified single-track with passing sidings. Since the early 1980s, conventional railway capital improvements are funded and managed by the MOTC’s Railway Reconstruction Bureau. Taiwan’s challenging terrain meant all lines feature extensive tunneling and long bridges, double-tracking frequently requires construction of parallel single-track railroads or bypass tunnels on new alignments. The US$14.5 billion standard gauge high-speed rail line was built and operated by a separate public-private partnership under a 35-year concession, although TRA operates all commuter rail, other quasi-private organizations operate subways in Taipei and Kaohsiung. Local and intercity passenger services operate at 95. 3% on-time performance,2008 annual passenger ridership was 179 million, generating US$434 million in revenue. Commuter trains carry 76% of riders, TRA’s loose-car and unit-train bulk freight services haul mainly aggregates, cement, and coal. In 2008,9.5 million tons of freight generated US$28.6 million in revenue, Limited container services operate between Port of Hualien and suburban Taipei, but loading gauge restrictions preclude piggyback operations. During typhoon season, small trucks are carried on flatcars when highways are closed by flooding or mudslides, in years past, an extensive shipper-owned light railway network handled freight services throughout Taiwan and once boasted 1,800 route miles. Largely abandoned today, it served important industries including sugar, logging, coal, salt, unlike JR East and Hong Kong’s Mass Transit Railway, revenues from ancillary businesses accounts for only 17. 8% of TRA’s revenues. TRA’s estimated farebox recovery ratio is ~40%, staffing costs, pension benefits, capital debt, changing demographics, highway competition, and low fare policies resulted in accumulated deficits nearing US$3.3 billion. Locally considered large and problematic, TRA’s deficits pale in comparison to those incurred by European and U. S. transit agencies, like JNR and U. S. transit authorities, interest payments on long-term debt represents a significant burden for TRA
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Taiwan Railway EMU700 series
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The EMU700 is a series of electric multiple unit train used by the Taiwan Railways Administration. The TRA purchased 160 cars of the series and it was constructed by Nippon Sharyo and Taiwan Rolling Stock Company and began operations on 20 November 2007. It adopts current rules of Taiwan Railway Administration called RAMS, Reliability, Availability, Maintainability and this train series operates as Local Train and Local Express, using the pricing of NT$1.46 per km and person fare system as same as Fuhsing Semi Express. Sometimes during the holidays it operates as non-reserved through train, the EMU700 is nicknamed the Suneo train due to the resemblance of its front cab design with that of the character Suneo Honekawa from the Japanese manga and anime series Doraemon. A lunchbox counter designed in the style of the EMU700 front cab also exists at Platform 2 of Shulin Station in New Taipei City, the EMU700 has distinctive hinged nose cone unlike its predecessors in the EMU line with smooth fronts. On May 12,2016, the livery of sets 701 and 702 was changed to the red with white stripe Keikyu livery similar to those found on the Keikyu 800 series trains. Its interior features informational LEDs, similar to the cars of the Taipei Metro and it has an onboard broadcasting system that is able to play a note sound upon arrival to a station and when the doors open and close. It also contains a system, an emergency call device. The maximum speed of the EMU700 is 110 km/h, the new EMU800 train sets were developed from the EMU700 to replace the ageing EMU400 trains and supplement the existing fleet of TRAs local class trains
42.
Puyuma Express
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The Puyuma Express is an express tilting train service of the Taiwan Railways Administration. It began commercial operations on 6 February 2013 during the Chinese New Year, the Puyuma Express was commissioned by the TRA in order to upgrade the Taiwanese rail system. As the mountains of Taiwan are a barrier to coast-to-coast transportation, vehicular travel is vulnerable to traffic, the high speed and capacity of the Puyuma Express helps to alleviate this problem. The Puyuma Express also increases the TRAs passenger capacity, the maximum operational speed of the Puyuma Express is 150 km/h, making it the TRAs fastest service. The name Puyuma comes from a Taitung place and the leader of Beinan people and meaning collective and getting together, one of Taiwans most popular tourist spots and it was chosen after a naming contest that was open to the public. The Puyuma Express uses the TEMU2000 tilting electrical multiple unit series purpose-built by Nippon Sharyo, the TRA purchased a total of 136 Puyuma cars. The first 16 cars arrived on 25 October 2012
43.
Taipei Metro
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The Taipei Metro, also known as the MRT or formally as the Taipei Rapid Transit System, is a rapid transit system serving metropolitan Taipei, Taiwan. It consists of 108 stations and 5 main routes, operating on 131.1 kilometres of revenue track, the system carried an average of around 2.10 million passengers per day in March 2016. The Taipei Metro is Taiwans first metro system, since it first began operations in 1996, the system has been effective in relieving some of Taipeis traffic congestion problems. The system has proved effective as a catalyst for urban renewal. Conversions to existing lines were made to integrate them into the metro system. The system operates according to a spoke-hub distribution paradigm, with most rail lines running radially outward from central Taipei, the MRT system operates from 6 am to midnight daily, with extended services during special events. Trains operate at intervals of 1.5 to 15 minutes depending on the line, smoking is forbidden in the entire metro system, while eating, drinking, chewing gum and betel nuts are forbidden within the paid area. Stations become extremely crowded during rush hours, especially at transfer stations such as Taipei Main Station, Zhongxiao Fuxing, automated station announcements are recorded in Mandarin, English, Taiwanese, and Hakka. Line 1, The Wenshan and Neihu Lines connect through to each other, the route utilizes four-car configurations, although the platform lengths allow for six-car configurations. Line 2, The Xinyi and Tamsui Lines connect through to each other, during regular service hours, trains run alternatively on routes and. During rush hour, additional trains run on a route, Line 3, The Songshan and Xindian Lines connect through to each other. During regular service hours, trains run alternatively on routes and, during rush hour, additional trains run on a route. Line 4, The Xinzhuang and Luzhou Lines currently run on two routes, and. Line 5, The Nangang, Banqiao, and Tucheng Lines connect through to each other, during regular service hours, trains run alternatively on routes and. During rush hour, additional trains run on a route, Xiaobitan Branch Line, RFID single journey tokens and rechargeable IC cards are used to collect fares for day-to-day use, with the exception of group tickets and bicycle access tickets. Fares range from NT$20 to NT$65 with most locations accessible for around NT$20–30, beginning April 1,2011, senior citizens and physically challenged individuals will be entitled to a 50% discount on fares. The fare for the first 5 km on a ticket is NT$20. A 20% discount is taken with use of an IC card, the table below shows fare amounts versus distance
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